Railroad-track-laying machine



(No Model.) I v 5 SheetsSheet 1.

G. ROBERTS.

RAILROAD TRACK LAYING MACHINE. No. 425,907. Pate dApr. 15,1890.

fittest. Inven tor.- y zm W 24, 5

Q. J. M

5 shets sheet 2.

G. ROBERTS.

(No'ModeL) RAILROAD TRACK LAYING MACHINE. No. 425,907. Patented Apr. 15, 1890.

1 v o g m I P1 lu- I 'a :3 n k s 5 xIL/H u a E T l k a M N 'lfi'iinesses': Int/enter:

(No Model.) 5 Sheets-Sheet 3. G. ROBERTS. RAILROAD TRACK LAYING MACHINE. No. 425,907. v Patented Apr, 15, 1890.

' N A f A; 7?!

J I n ventor.

(No Model.) 5 Sheets-Sheet 4.

G. ROBERTS.

RAILROAD TRACK LAYING MACHINE. No. 425,907. Patented Apr. 15, 1890.

L w r r Q i a N :1 Q

Wii'nesses; I Inventor.

(No Model.) 5 SheetsSheet 5.

G. ROBBRTS.. RAILROAD TRACK LAYING MACHINE.

No. 425,907. Patented Apr. 15. 1890.

Wi Z nesses Inventor UNITE STATES PATIENT OFFICE.

GEORGE ROBERTS, OF ELLENSBURG, WASHINGTON.

RAl LROAD-TRACK-LAYI NG MACHINE.

SPECIFICATION forming part of Letters Patent No. 425,907, dated April 15, 1890.

Application filed February 14, 1888. Serial No. 264,041. (No model.)

all whom, it may concern.-

Be it known that I, GEORGE ROBERTS, a

subject of the Queen of England, residing at Ellensburg, in the county of Kittitass and Territory of WV ashington, have invented a certain new and useful Improvement in Railroad- Track-Laying Machines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to track-layin g machines of that class in which steam-power is employed to operate the rollers of the tramways; and it has for its objects, first, to con struct my tramway in sections in such a manner as to render it very. strong and at the same time of such weight as to permit of its sections being easily handled and adjusted to the cars; second, to provide a peculiar hinge-joint between or at the ends of each length of section of tramway on one side only to enable the same to follow the curvature of the track; third, to provide rigid connectingrods, instead of the chains and belts now used, for operating the rollers for each length of section of tramway, coupled together at their ends in such a manner as to permit them to turn with the tramways in adjusting the same to curves; fourth, to connect the last-named rods with the tumbling-rod,which is connected to the engine-shaft by gearing in a flexible manner, thus adapting the same to be rotated directly from the engine; fifth, to provide simple gearing adapted to be operated by belts and belt-tighteners from the engine'- shaft for driving the rollers of the tramways;

sixth, to provide means for instantaneously throwing the operative mechanism in or out of gear; seventh, to provide means for raising the rail from the tramways by the power from the engine-shaft; eighth, to provide means for releasing the said mechanism or means from operative connection with the engineshaft and causing the weight of the rail itself to reverse the movement of the mechanism and lower the rail; ninth, to provide means for causing frames supporting the operative mechanism to move or swing to one or the other side, as desired; tenth, to provide means for accurately adjusting said frames to the degree of curve desired; eleventluto provide a simple device for supporting the tramways from the sides of the cars and adjusting the same to the desired height and width of cars, and to other details of construction and arran gementof parts hereinafter described and claimed.

In the accompanying drawings, forming a part of this specification, Figure l is a plan View of one half the machine, and Fig. 2 a like view of the other half; Fig. 3 a side elevation of one half the machine, and Fig. 4 a like view of the other half; Fig. 5, an end elevation; Fig. 6, detail views of the roller-support for the trainways; Fig. 7, a front elevation of the roller-support; Fig. 8, a side elevation of the roller-support; Fig. 0, a plan view, partly broken away, of the temporary fish'- plate; Fig. 10, a cross-section of the same; Fig. 11, a side elevation of the fish-plate in position; Fig. 12, a detail view of the rail-tramway; Fig. 13, a detail view of the tightener pulleys; Fig. 14L, avertical section through the tubular king-bolt; Fig. 15, a side elevation of ends of sectional tramways, showing the hinge-connection; and Fig. 16, a plan view of the arrangement of driving-wheels, (to.

Similar letters and figures refer to similar parts throughout all the views.

A represents an ordinary flat car which constitutes the foundation for my machine, or on which it is secured, said machine proper occupying the front end and but a little more than one-third of the length of a car thirty feet in length, thus leaving ample space for an upright engine (not here shown) in the rear of the machine to operate the same.

The frame of the machine consists of the cross-bed timbers E, securely bolted or connected together by the rods E the uprights F, the cross-timbers F, connecting said uprights, and the longitudinal side timbers 16, said side timbers being let into said timbers F, and the cross-timbers being braced by crossed rods 32, extending from the timbers F to the lower or bed timbers at or near their ends, and thelongitudinal timbers 16 being braced by the inclined rods 31, extending from the front bed-timber to the front end of the longitudinal timber. A cross-timber G rests 011 the rear ends of the timbers 16, to which a platform B is secured, on which the operator stands, who, when the machine is in opof thebeams 16.

eration, controls the movements of the tie and-rail tramways.

The parts forming the frame are further secured together and strengthened by means of the bolts a, passing down through the crossbeams and uprights, as shown best in Figs. 3 and 5. Above the frame just described I arrange a movable frame consisting of the longitudinal beams C, having their rear ends secured between the ends of the cross-beams D D and their front ends extending forward beyond themain frame of the machine a suitable distancesay about twenty feet-in order to furnish a support for the operative mechanism located at said front end. The cross-beams D D are separated at their center by the short timbers b, bolted securely between them. A king-bolt 38 passes down through the cross-beams D D' and G and F in order to pivotally mount on or secure said movable frame to the main frame, suitable blocks 0 being interposed between the beams D and G for the movable frame to rest onwhen the nut on the king-bolt is tightened. The king-bolt 38 must be made very large and strong, as it forms the sole support for and the only connection of the movable frame with the main frame atthe rear end, said movable frame turning on said bolt when the machine is being operated on curves.

. As above stated, the movable frame extends beyond the front end of the main frame, and is provided with rollers 15, journaled to the under sides of the timbers G at each side of the machine, for the purpose of supporting the same about midway its length and permitting the easy movement of the same, when it is swung around to operate on curves, on the are-shaped table or way 11, resting on the ends The timbers O, forming the movable frame, are connected by a rod on to a vertical lever 18, which is fnlcrumed to the rear edge of the semicircular or arc-shaped way or table 11, said lever extending. down past a segment 17, also secured to the edge of the semicircular table 11, on which are marked the degrees of curves whereby, when operating on curves, the frame may be ac curately adjusted to the desired degree of curve by moving lever 18 to the right or left, thus moving said frame in the opposite direction to the desired degree of curvature, as indicated by the lever 18 on the segment 17, the movement-frame being rendered easy on the table by the rollers 15. To the upper sides of the timbers C, at a point above the rollers 15, I secure uprights H,- which are connected by a cross-piece 14, forming a rest for the truss-rod U, which is secured at the rear 'end of the machine to an angle-iron II, secured to the beam D, and extends forward, passing through an eye on said cross-piece 14 to the front end of the movable frame, where it is bolted fast to an angle-brace 11*, said anglebrace being braced by the rod II", which is eitherwelded or bolted to the brace H be tween it and the end of the truss-rod U. Al-

though I show but one rod U, it-is my intention to use two such rods, there being one on each side of the machine, At the extreme outer end of the timbers O, I secure a crosspiece 1 at the under side, from which rods I depend, in order to support the inclined portions of the stationary tramways at each side of the machine. The timbers C are braced by the crossed rods V, which extend from corner to corner of the front half of the same, as shown in Fig. 2; On the upper surface of the extreme outer end of one of the timbers (1,1 mount a segment-rail Y, which extends across the frame and is secured at its opposite end to the angle brace-iron I1 -It will be noticed that one of the timbers C is shorter than the other, and that the'brace-iron H extends beyond this short timber, this being done in order to form a support for the end of the segmental rail on said brace-iron some distance beyond the side of the short timber O, and by thus constructing this side of the machine I am enabled to operate the rail grasping and lowering or laying device with out interfering with the segmental rail or the timber 0. On a cross-piece l3, connecting the timbers C, (see Fig. 2,) I mount the rear end of a forked frame consistingof the spreading beams 2, bolted together at one end on a tubular bolt 57, which extends downwardly through the machine, below the under sides of the timbers C, so that said forked frame may turn on said bolt. On top of the forked frame, immediately over the bolt 57,"I mount a block K, in which an opening is formed to receive a sheave-wheel 12, said wheel being arranged to one side (forward) of the tubular bolt, and at the lower end of said bolt, but on the opposite side thereof, I mount or journal a sheave-wheel L. The forked frame extends forward beyond the timbers O and carries the rail-laying mechanism at its outer end, which will now be described.

A cross-piece M is inserted between the beams 2 and securely bolted at a short distance from its outer end, onwhich the hearing is mounted for the rear end of the short shaft 7, and a similar cross-piece M having a bearing thereon, is secured between and'at the outer ends of said beams for the other end of said shaft 7. As will be noticed, the shaft 7 extends beyond the ends of the beams 2,'and carries outside of its outer bearing the large grooved wheel Z and inside its hearing the small flanged wheel 5, which is adapted to fit the segment-rail Y. Also, small frictionrollers 6 are mounted in bearings attached to the under sides of beams 2 and rest onthe rail Y. To one of the beams 2,near its rear end, a bar 3 is secured so as to project forward beyond said beams at an acute angle thereto, as best shown in Fig. 4 of the drawings, which carries in an opening formed therein, nearits outer end, a sheave-wheel d.

A bar 20 is bolted at its upper end to one of the beams 2 and to the bar 3, and extends downwardly to near the bed of the road beabove the roller ing built, and carries on its lower end a platform 4, on which the operator stands who delivers the rails. The bar 20 is also braced by a rod 19, extending from the lower side of one of the beams 2 and embracing said bar 20. At one side of the platform 4 a foot-lever 23 is pivotally attached, and from this lever extends a rod 22 up to and connected with the free end of a short lever 9, which is pivotally secured to a short post 9, which is secured to the cross-piece M The lever 9 is provided with a short fork e, adapted to embrace the rail Y and thus form the fulcrum for the lever 9. The object of these levers is to enable the operator to raise the entire movable forked frame slightly by pressing on the foot-lever, and thus bring the fork 6 down on rail Y, and through the lever 9 and post 9, connecting it to cross-piece M raise said frame, for a purpose which will be described hereinafter. A tongs 21 is secured to one end of a chain 8, which is wound around the shaft 7 and is intended to grasp the rail in order to raise the same from the tramway and lower it into place on the ties. To the grooved wheel-Z one end of a rope Sis secured and then partly wound about the same, and runs from thence up to and over the sheave-wheel d to and over the sheave-wheel 12, thence through the tubular king-bolt 57 and under the sheavewheel L, between the beams O and 16, to a pulley R, journaled in bearings attached to the cross-beam F at the rear ends of the beams 16, and thence down to and about a. large roller Q, mounted on a shaft Q, having its hearings in boxes Q and Q mounted 011 the cross-pieces E and E, the box Q being slotted, as shown in Fig. 16, so that it maybe moved longitudinally on the beam E.. This movement of the box is accomplished by means of the lever 10, pivoted in the bar 3 and connected by means of the rod T, chain T, and rodT with thelever 40, (see Fig. 5,) as follows: A grooved wheel 59 is mounted sidewise or with its side up on the upper surface of the beam G, around which the chain T passes and connects with, the end of rod T which extends along the platforlnB and is connected to the upper end of the lever 40, said lever being pivoted at its lower end to the crossbeam E and having an opening formed in it for the reception of a pin f, which is rigidly secured to the side of box Q whereby when lever 10 is moved in or out the box-will be moved back or forth or slid along the beam E in order to throw the large friction-wheel 35, mounted on shaft Q alongside of roller Q, into or out of contact with the small friction-wheel 34:, mounted on the engine-shaft 2i, so as to rotate or stop the rotation of said roller. The belt wheels or pulleys 26 26 are mounted on the shaft 24, which is arranged and friction wheel and slightly to one side thereof, and has its bearings in boxes mounted on the cross-beam E arranged between the uprights F and on the beam 28, and are connected to the belt-wheels 25 and 27 by the-loose belts 47 and 47, said belts being tightened by the tightener-pulleys 37 and 37, arranged at each side and to the rear of the friction-wheel 35, said tightener-' pulleys being operated, respectively, by the levers 36 and 33,-which-are rigidly secured to the ends of shafts N N passing through the beam E, said shafts carrying on their other ends the levers N on the free ends of which the tightener-pulleys are mounted, as best shown in Fig. 13, in which the lever 36 and its connections are shown. The lever 33, being arranged similarly onthe other side, is not shown in this figure.

The belt-wheels 25 and 27 are mounted on shafts at either side of the machine in bearings secured to the beams 28 and E said shafts carrying on their outer ends the small gear-wheels P P, said wheelsimeshing with the large gear-wheels O O, mounted on shafts 4 O 0 having their bearings in boxes secured to the uprights F and on blocks secured to the beam E. The shafts 0 0 are each formed with one-half of a universal joint or coupling N, adapted to fit the corresponding half of said coupling formed on the end of the tumbling-rods M. These joints are formed in the shape of jaws, and a pin passing through one set of jaws passes back of a like pin passing through the other set, as best shown in detail View, Fig. 15.

The tumbling-rod M is coupled to a rod M which carries a bevel-pinion M near its end adjacent to said tumbling-rod M, said bevelpinion meshing with alikepinion on the roller J mounted in the stationary tramway H, in order to transmit power to said roller and the series of rollers mounted in the tramway in advance or toward the front of the machine.

The tramway consists of the parallel upper side beams h and lower side beams h, with the tapering blocks 71 interposed between the beams h and securely bolted, said blocks also acting as bearings for the shafts h of the rollers K, which are mounted between the beams in the tramways. These rollers K are simply pieces of wrought-iron tubing of the desired length and diameter, through which the, shafts h are inserted, and in the movable inclined section of the tramway at the front end of the machine, where they are used exclusively, they are moved or rotated by the passage of the ties and rails overthem, while the rollers J in the stationary tramways are rotated directly by the tumbling-rods M and connecting-rods M the latter being properly pinion on roller J next ahead, and so on throughout the series of rollers and pinions.

The rollers J, it will be understood, are provided with pinions on each end in order to power directly through its connection with rod M to the series of rollers in the rear of the machine. The rollers K are placed or arranged between the rollers J and J at equal 1 distance apart with their upper surfaces a slight distance below the level of the upper surfaces of the rollers J and J. The tramways are built in sections and connected together at their ends onone side only (the inner) by a hinge-joint 39, of metal,. which permits the sections to accommodate themselves to curves in the railroad, but prevents the distance between the ends of the sections, and consequently the distance between the rollers adjacent the ends of the sections, from lengthening or shortening in moving the train, and thus prevents all slipping and wearing of the sections and the butting together of the ends of the same, as is the result from the hinge now commonly employed. The hinge is secured to the ends of the adjacent lower beams of the sections 011 the inner side or next to the carand is cast with arms 39, on which the upper beams rest. A bolt is passed through the beams and enters the arm, or a casting on the side of the arm, if preferred, in order to hold the upper beams in line with each other, and at the same time permit of the turning of the sections on the hinge-joint in operating on curves. This form of hinge has many advantages over the hinge now commonly employed in tramways, in which the hinge is slotted, so as to permit of the movement of the sections back and forth in moving the train. These sections are supported from the sides of the cars forming thetrain by means of the movable and adj ustable tram-supporting rollers 44, said rollers being mounted on a shaft or axle 43, so as to be adjustable in or out thereon, and s'ecured, when so adjusted, by a setscrew 45 The shaft or axle 43 is adjustably mounted on the upright42, which is secured in the carpocket 41, secured to the side of the car.

The axle 43 is square or rectangular in shape and has at each side a rounded portion 43', adapted to fit the opening in the flanges of the rollers on which the rollers turn. The sections are placed upon the rollers, and the latter roll back and forth thereunder with the movements of the car, leaving the sections practically motionless or stationary.

The pocket 41 is the pocket now commonly used on cars for stakes and is not placed on the cars specially for my tram-supporting rollers. The upright 42 is formed with a head 42' of a size adapted to enter any carpocket from its lower end, and on said upright I secure the bracket 46, adapted to rest against the side of the car and thus cause the head 42' to rest securely on the top of the pocket 41 by keeping the said upright in a vertical line after insertion. The lower same firmly in place.

portion of the upright is perforated and enters the square opening 43 in ihe'end of the axle, and a pin is passedthrough one of the perforations beneath said axle to hold or 7 having a tubular extension similar in shape.

to a tubular rivet is inserted within the tube and long bolts passed through the same on each side of its central opening, and aunt run thereon to bind the two bevel-pinions together in the case of roller J, which may be easily removed when it is desired to renew any of the parts, while in the case of the rollers J a flange having a similar tubular projection is substituted for one of the bevelpinions and bound together in asimilar man ner.

It is necessary to provide atemporaryfishplate or means for binding together the ends of the rails when they are first laid in order to proceed rapidly in the construction of the road without waiting for the permanent fastenings to be applied. This I accomplish so as to permit the contraction and expansion of the rails, and also without regard to the fact of their being one higher or lower than the other, by means of the device shown in Figs. 9, 10, and 11, in which figures the number 50 represents the abutting ends of two rails, and 52a strap having the round projections 57 extending from each end thereof,

and 53 a staple adapted to enter between the rails and project beyond the same, and the projections 57 entering the bolt-holes in the web of the rails, as clearly shown. On the opposite side of the rails a wedge 54 is driven into the staple 53, and thus draws the strap 52 tightly against the rails and holds the This device is not claimed in this application.

The tramways are arranged at both sides of the machine, the tramway lettered I being the rail-tramway and the tramway lettered H being for the ties. The former is provided between each pair of rollers-with an inclined metal plate 55, (see Fig. 12,) set between the beams of the tramway and inclining toward the rear of the machine in order to receive The sections of the tramways containing the. rollers J are stationary that is, are not to be moved after being once secured to the car on which the machine is mounted. To the ends of these sections the movable sections are connected by the hinges 39 to each other and to the stationary sections, said movable sections being mounted on the supporting-rollers 44:, which are secured to the sides of the cars forming the train, as above described. The car carrying the machine is always in front of the train of material, and the front cars next to said car are loaded with rails, While the cars carrying the ties are in the rear and the locomotive for moving the train being placed at the rear of the entire train of material. The upper surfaces of the tramways are arranged a short distance below the upper surface of the bed of the cars, thus enabling the rails and ties to be placed on the tramways and the tramways placed or secured to the cars, no matter how the cars are loaded. The engineer of the stationary engine stands on the platform B, and throwing lever 83, Fig. 3, to the centerthat is, toward the lever 36, Fig. 5raises the tightener-pulley 37 against belt 47', tightening the same, and thus causing the belt-wheel 25 to rotate, which in turn rotates the small gear-wheel P, and the 1atter,meshing with wheel 0, rotates same and causes the tumbling-rod to turn, and it inturning rotates the connecting-rod M", which, through its bevel-pinion M rotates the bevel-pinion and roller J, thus causing the rotation of the series of rollers mounted in the tramway in advance through the connecting-rods M and pinions on the outside of the tramway. The rollers in the rear are rotated by the bevel-pinions mounted on the connecting-rods M having their bearing on I the inner side of the tramway or next to the car, thus causing the ties which are placed in the tramways to advance toward 'the front of the train and be delivered to the tie-men about sixty feet in advance of the car carrying the machine, said tie-men laying the ties in position on the bed of the road. The engineer, by throwing the lever 36 toward lever 83, causes the tightener-pulley 37 to come in contact with the belt 47, and thus cause, as described above in connection with the tie-tramway, the rail-tramway rollers to rotate and bring forward the rails to be delivered to the operator on the platform 4. at front end of machine. Said rails, when their centers of length reach block vV, rest thereon." The operator then places the tongs on the center of rail and throws the lever 10 inwardly or toward rear of machine, thus causing the rod T and its connections with the movable box Q to move said. box in a direction which will cause the friction-wheel 35 to come in contact with friction-wheel 34, thus winding up the rope S on roller Q, and the latter,unwinding from grooved wheel Z, will cause the same to rotate, and thus rotate its shaft 7 and wind up chain 8 thereon, thus raising the rail through the tongs up fromthe block \V. \Vhen said rail is raised the desired height, the man who places the rail end against the end of the rail already laid grasps the rail. The lever 10 is then released, thus removing wheel 35 from wheel 34: and permitting the unwinding of rope S from roller Q and winding same on wheel Z, this being accomplished by the weight of the rail itself, which being exerted on chain 8 causes the latter to unwind from and at the same time rotate shaft 7 and cause the flanged wheel 5 to run along the segment-rail toward the opposite side of machine to gage, it being understood that the forked frame moves with the wheel 5. Then the rail is in proper position to drop it to gage, the operator on platform 4 places his foot'on lever 23 and raises the flanged wheel 5 through the lever or rod 22 and lever 9 from the segmentrail Y, and the weight of the rail will cause the chain 8 to further unwind without moving the forked frame, and thus permit the rail to drop in place when the tongs are released and the lever thrown inward again, causing rope S to unwind from wheel Z onto roller Q and the forked frame to travel back in position to bring forward another rail, winding the chain 8 onto shaft 7 at the same time. Thus it will be seen that I connect the rollers having beveled pinions thereon directly with the power by means of rods rigid in themselves, but flexible at their points of connection or coupling, thus adapting my machine to be operated on any length of train of material up to the capacity of a' locomotive to handle.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination, with a train of cars, of the sectional tramways supported from and extending along both sides of said cars, said sections having rollers mounted therein and their sides next to the-cars flexibly or pivotally connected together, and means for operating said rollers, substantially as described. r

2. The combinatiomwith a train of cars, of the sectional tramways having their ends on one side flexibly or pivotally connected to gether, two series of rollers mounted in said tramways, one series of which has beveled pinions on their ends, and means for rotating said pinions, substantially'as described.

3. The combination,with a train of cars, of the sectional tramways supported from and arranged along the sides of said train of cars, the two series of rollers mounted in said tramways, one of said series having beveled pinions on their ends, the connecting-rods coupled together by-a universal joint, and the beveled pinions mounted thereon, adapted to rotate the pinions on the series of rollers,

substantially as described.

4. The combination, with a train of cars, of the sectional t-ramways adjustably and removably supported from the sides of said ears and arranged with the upper surfaces of -tramway having its sections flexibly connected at one side of the ends of said sections, the two series of rollers mounted in hearings in said tramways, one of said series having the beveled pinions at one end and the other series arranged below the surface or level of the rollers having the pinions, the roller J having the beveled pinions at both ends, and the connecting-rods mounted in said tramways at opposite sides, and the beveled pin ions mounted on said rods and adapted to mesh with the beveled pinions on said rollers, substantially as described.

6. The hereinbefore described sectional tramway having its sections flexibly con nected at one side of the ends of said sections, the two series of rollers mounted in said tramways, one of said series having beveled pinions at one end; the roller J, having beveled pinions at each end, the inclining plates arranged between said rollers and below their upper surfaces, the rods 56, adjustably arranged in said tramways, and the block arranged at the end of the forward end of the tramway, substantially as described.

7. The combination, in a track-laying machine, of the sectional trainways formed of the longitudinal beams, the tapering blocks separating said beams, the series of rollers having their bearing in said blocks, the series of rollers interposed between the rollers of the series last named and having pinions at one end, the hinge-joints connecting the ends of one side of said sections and provided with the upright arms adapted to support the upper beams, the bolts passing through the upper beams and secured to said arms, the connecting-rods having the jaws, the pins for securing said jaws loosely together, and the beveled pinions mounted on said rods and adapted to mesh with the pinions on the rollers, substantially as described.

8. The hereinbefore-described roller for tramways, consisting of the square shaft or axle havinga rounded portion near each end, the wrought-iron tube, the bevel-pinions having a tubular projection on one side adapted to enter one end of said tube, the flange having a similar projection adapted to enter the other end of said tube, and the bolts passing through said pinion and flange and tube, whereby the flange and pinion are secured to the ends of the tube, substantially as described.

0. The combination, in a track-laying machine, with a train of cars provided with pockets on their sides, of the tram-support consisting of the upright having a head at one end and the other end perforated, the bracket embracing said upright, the shaft or axle havin g a square opening in one end and rounded portions near both ends, the adjustable tubular roller having the flanges at each end, the setescrew for securing the same to the axle, and a pin adapted to enter the perforations in the uprights, substantially as described.

10. The combination,in a. track-laying 111achine, of the engine-shaft, the driving-wheels mounted on said shaft, the parallel shafts arranged at either side of the machine, the beltwheels mounted on said shafts, the small gear-wheels mounted on the ends of said shafts, the belts loosely embracing said drivewheels and belt-wheels, the large gear-wheels in mesh with said small gear-wheels and mounted on shafts having their bearings at.

each side of the machine, the tumbling-rods jointed to said shafts, and the tightener-pulleys arranged below and adapted to be thrown into contact with said belts, substantially as described.

11. The combination, in a track-laying machine, of the engine-shaft, the driving-wheels mounted 'on said shaft, the parallel shafts arranged at either side of the machine, the beltwheels mounted on said shafts, the small gear-wheels mounted on the ends of said shafts, the belts loosely embracing said drivewheels and belt-wheels, the large gear-Wheels in mesh with said small gear-wheels and mounted 011 shafts having their bearings at each side of the machine, the tumbling-rods jointed to said shafts, the tightener-pulleys, the levers carrying said pulleys, the shafts having their bearings in the frame of the machine, and the levers connected to said shafts, whereby said pulleys may be thrown in and out of contact with said belts, substantially as described.

12. The combination, in a track-laying machine, of the engine-shaft, the friction-wheel mounted on the end of said shaft, the shaft having a movable end bearing arranged below said wheel and carryingv the large friction-wheel, the roller mounted on said lastnamed shaft, the vertical lever pivoted at its lower end and connected to said movable bearing, the horizontal rod connected to the upper end of said lever, the grooved wheel, the rod T, the chain passing around said grooved wheel and connecting the ends of the rods, the rod T, and the lever 10, fulcrumed at the front end of the machine, whereby said hearing may be moved to throw the frictionwheels into contact, substantially as described.

13. The combination, in a track-laying machine, of the movable frame mounted on the main frame and carrying the segment-rail at its free end, means for moving said frame, the tubular king-bolt, the forked frame having one end pivotally mounted above said movable frameon said king-bolt, the shaft having its bearings in the free end of said forked frame, the flanged Wheel mounted on said shaft, the grooved Wheel also mounted on said shaft, the chain having one end secured to said shaft and carrying a tongs at its other end, the beam secured at one end to the forked frame and projecting therefrom at an acute angle-and carrying a pulley near its outer end, the roller and friction-Wheel mounted on a movable or adjustable shaft at the rear end of the machine, the'rope connected at one end to the grooved Wheel and leading over the pulley in the beam through the tubular king-bolt to said roller, the engine-shaft carrying the friction-Wheel, and means for throwing the fllCtlOIl7\Vh(-361S into contact, substantially as described.

14:. The combinatiomin a track-laying machine, of the movable frame mounted on the main frame, the segment-rail secured to the free end of said movable frame, the arc-shaped table secured on the rear end of the main frame, the rollers secured to said movable frame, the segment-curve indicator, the lever fulcrumed to the rear edge of the table, the rod connecting said lever and movable frame, and the movable or traveling forked frame carryin g the mechanism for raising and lowering the rails mounted on said movable frame, substantially as described.

15. The combination, in a track-laying machine, of the movable frame carrying the segment-rail mounted on the main frame, the

- tubular king-bolt, the pulley arranged at the upper end of said king-bolt and the pulley arranged at the lower end of said bolt, the forked frame having one end pivotally mounted on said bolt, the shaft having its bearings in the free end of said frame, the grooved Wheel mounted on said shaft, the flanged Wheel, adapted to fit said segmentrail, the chain connected to said shaft and carrying the tongs, a platform supported from said frames, the foot-lever, the lever having one end pivotally secured to the forked frame and carrying a fork intermediate its ends, a rod connecting said levers, the rope secured to the grooved wheel and leading through the king-bolt to the operative mechanism at the rear of the machine, and means for starting and stopping said operative mechanism, substantially as described.

, 16. The combination, in a track-laying machine, of the movable frame mounted on the main frame and carrying a segment-rail, means for moving said frame, a forked frame mounted on the front part of said movable frame, means for moving said forked frame on said rail, and mechanism mounted on the front part of said forked frame for raising and lowering the rails, substantially as described.

GEORGE ROBERTS.

Witnesses:

GEORGE DONALD, HoWARD-MosELY BA DWIN. 

